EP2279105B1 - Bremsanlage und verfahren zum betreiben einer bremsanlage - Google Patents

Bremsanlage und verfahren zum betreiben einer bremsanlage Download PDF

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Publication number
EP2279105B1
EP2279105B1 EP08874373.7A EP08874373A EP2279105B1 EP 2279105 B1 EP2279105 B1 EP 2279105B1 EP 08874373 A EP08874373 A EP 08874373A EP 2279105 B1 EP2279105 B1 EP 2279105B1
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EP
European Patent Office
Prior art keywords
brake
pressure
brake system
pump
pumping capacity
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP08874373.7A
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German (de)
English (en)
French (fr)
Other versions
EP2279105A1 (de
Inventor
Michael Bunk
Konstantin Agapov
Andreas Krautter
Matthias Schanzenbach
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
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Robert Bosch GmbH
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Filing date
Publication date
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Publication of EP2279105A1 publication Critical patent/EP2279105A1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/40—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition comprising an additional fluid circuit including fluid pressurising means for modifying the pressure of the braking fluid, e.g. including wheel driven pumps for detecting a speed condition, or pumps which are controlled by means independent of the braking system
    • B60T8/404—Control of the pump unit
    • B60T8/4059—Control of the pump unit involving the rate of delivery
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/30—ESP control system
    • B60T2270/308—ESP control system hydraulic model

Definitions

  • the present invention relates to a brake system and method for operating a brake system.
  • pumps are used to provide active braking.
  • the pumps are designed so that they can pump sufficient brake fluid into the brake lines for a given period of time for each requested braking effect.
  • One of the minimum requirements is driver assistance or vehicle dynamics control systems, which initiate emergency braking or brief, individual braking of individual wheels for vehicle stabilization in borderline situations.
  • a large volume of brake fluid must be pumped in a short time, which is why a high speed of the pump is necessary.
  • a speed is set in the application, which forms a compromise between brake dynamics and noise.
  • the compromise is determined on the basis of previous road tests and empirical values of comparable brake systems. This results in a considerable effort to find the compromise and the risk of underestimating the required speeds.
  • the DE 198 28 553 C1 describes a method for forming or adapting a drive signal for driving a pressure medium conveying means of a vehicle brake system. That in the DE 198 28 553 C1 described method determines the setpoint of the pump control from the pressure gradient, which is measured at a high-pressure accumulator with a pressure sensor.
  • a method for controlling a hydraulic pump in a regulated brake system is in DE 196 32 311 A1 described.
  • the procedure of DE 196 32 311 A1 derives a desired value of the hydraulic pump from an estimated level of a low-pressure accumulator.
  • the invention provides a method for controlling a brake system with the features of claim 1 and a brake system with the features of claim 7.
  • the pumping power of the pump e.g. the return pump
  • the funding requirement is estimated based on a pressure change to be established.
  • the pump power may be increased linearly with the requested pressure change.
  • the noise level in the vehicle due to the pump can thus be kept low except in case of need a high braking effect.
  • the method determines a current dead volume of the brake system and determines the pump power as a function of the current dead volume.
  • the dead volumes in the brake circuits initially fill with brake fluid, without an increase in pressure occurs.
  • the embodiment provides to take into account the dead volume in the brake circuits and to increase the delivery rate of the pump, preferably until the dead volumes are filled.
  • FIG. 1 schematically shows a block diagram of a hydraulic brake system 10.
  • a master brake line 14 connects the master cylinder with two connected wheel brakes 15, 16.
  • the wheel brakes 15, 16 on one of the main brake line 14 can, as in Fig. 1 shown braking a front wheel and a diagonally opposite rear wheel.
  • any other division of the brake circuits is possible.
  • the main brake line 14 branches in front of the wheel brakes 15, 16.
  • an inlet valve 18 is arranged, which is open in a normal position.
  • each return line 19 away, which unite in a common return line.
  • exhaust valves 20 are connected, which are closed in their normal position.
  • a liquid reservoir 25 may be connected to one or both return lines 19.
  • the exhaust valves 20 When releasing the wheel brakes 15, 16, the exhaust valves 20 are opened.
  • the brake fluid can flow into the fluid reservoir 25, which reduces the hydraulic pressure acting on the wheel brakes 15, 16.
  • the brake fluid may exhaust the master cylinder 12 from the liquid reservoir 25 when the exhaust valve 20 and the switching valve 32 or a high pressure valve 30 is open. Otherwise, the brake fluid is pumped back via pump elements 22, 23. The brake fluid is thus available for a further braking operation.
  • Active braking or semi-active braking is enabled by motor-driven pumping elements 22,23.
  • a pressure in the brake circuits becomes alone constructed by the pump elements 22, 23.
  • the pump elements 22, 23 support the pressure build-up of the actuated master cylinder 12th
  • the pump element 22, 23 may be provided for each of the brake circuits. An outlet side of the pump element 22, 23 is connected to a line 33 between the switching valve 32 and the inlet valve 18. The pump element 22, 23 may pump brake fluid into the conduit 33 to increase the pressure in the conduit 33 and to effect a braking action of the wheel brakes 15, 16.
  • the master cylinder 12 may be connected via a high pressure valve 30 to the suction side of the pump elements 22, 23.
  • the high pressure valve 30 is closed in its normal position.
  • a switching valve 32 is integrated in the main brake line 14.
  • the switching valve 32 may connect the outlet side of the pump element 22 to the brake cylinder 12. In its basic position, the switching valve 32 is open.
  • the flow of brake fluid through the switching valve 32 can be adjusted by applying a control signal.
  • a threshold value is set for a pressure difference between the inlet side and the outlet side of the switching valve 32, from which the switching valve 32 opens. The threshold value is set by the control signal.
  • a sensor 26 may be coupled to the main brake line 14 to detect the pressure in the main brake line 14.
  • Other pressure sensors may be integrated in the wheel brakes 15, 16 or arranged in the direct supply lines to the wheel brakes 15, 16.
  • the pump elements 22, 23 are driven by a common motor 24.
  • the intake valves 18, the exhaust valves 20, the switching valves 32 and the high-pressure valves 30 may be formed as solenoid valves.
  • a controller 40 is coupled to the valves to control the intake valves 18, the exhaust valves 20, the switching valves 32, and the high pressure valves 30.
  • the controller 40 further controls the motor 24 for the pump elements.
  • the controller 40 transmits a control signal for setting the threshold value for the switching valve 32.
  • the couplings of the control device, valves 18, 20, 30, 32 and the motor 24 for transmitting control signals are shown in a block diagram in FIG FIG. 2 shown.
  • Speed sensors may be coupled to the controller 40 to detect slippage or jamming of the wheels.
  • the control device 40 can accordingly open or close the valves and control the motor 24.
  • the demands on the brake system are manifold. Intervention in the driving behavior in flowing traffic, for example, to keep the distance to a preceding vehicle constant, should run unnoticed for the driver. Here, a precise dosage of the braking force is required. If a skid of the vehicle is to be prevented by an active vehicle dynamics control, a faster construction and reduction of the braking effect on the wheels is required.
  • a fast response of the brake system causes a high pumping power of the pumping elements 22, 23. However, as the pumping power increases, so too is the increasing noise development of the pump elements 22, 23 and the drive motor 24.
  • FIG. 3 shows as a flow chart the procedure of the method.
  • a braking effect is requested.
  • the request can be transmitted to the control device 40 by actuating a brake pedal, by a corresponding control signal of a vehicle dynamics control, a driver assistance system (adaptive cruise control), etc. (S1).
  • the brake signal can specify how much the braking effect should change.
  • a measure of the corresponding pressure change to adjust the braking effect may be included directly in the brake signal.
  • the brake signal may be a digital or an analog signal.
  • the control device 40 determines a pump power q (S2) on the basis of the requested pressure change dp.
  • a response time dt specifies within which time period the pressure change is to be established.
  • the response time dt may, for example, from the controller 40 as the maximum allowable Value be fixed.
  • the response time dt may also be, for example, the period at which the brake signals are transmitted.
  • the response time dt is specified by the brake signal.
  • a driver assistance system can determine whether full braking is necessary, then the response time dt is selected to be correspondingly short. In such a case, a large rate of pressure change dp / dt is requested from the pumping system 22, 23, 24. If, on the other hand, the vehicle is to maintain a constant distance to the vehicle ahead in flowing traffic, slow changes in the pressure dp in the brake system are sufficient, in which case the brake signal can specify a large rate of change dt.
  • the drive motor 24 of the pump elements 22, 23 can be operated with a low power and the brake system is correspondingly quiet.
  • the proportionality factor E is a quantity determined by the brake circuit.
  • FIG. 4 shows a dependence of the pressure p in the wheel brake 15, 16 as a function of the volume V of brake fluid pumped into the wheel brakes 15, 16.
  • the elasticity E can be defined as the quotient dV / dp around an operating point plin.
  • a corresponding measurement of the pressure-volume characteristic curve of the brake circuit can be carried out during the installation of the brake system 10 and the determined elasticity E is stored in the control device 40.
  • the pressure-volume curve it is provided to store in the control device 40, the pressure-volume curve.
  • the elasticity E is redetermined to a current actual pressure p0 continuously from the pressure-volume curve.
  • the control device 40 determines from the pump power q a rotational speed n for the pump elements 22, 23 or the motor 24 (S3) driving the pump elements 22, 23.
  • the efficiency e of the pump elements 22, 23 and the pumping volume V per pump cycle of the pump elements 22, 23 is taken into account. If different rotational speeds n are determined for a plurality of brake circuits of the pump elements 22, 23, which are connected to a common motor 24, the largest of the determined rotational speeds n is preferably selected.
  • the linear increase in the pump power q or the speed n can be achieved in several discrete stages, e.g. four or more stages, done. Alternatively, the pump power q or the rotational speed n can be increased continuously.
  • Another embodiment configures the previous embodiment.
  • dead volumes V0 are taken into account in the brake circuits.
  • a dead volume V0 is initially filled by pumped brake fluid. An increase in pressure can thus be omitted for the beginning of the pumping or lag behind the required response time dt.
  • An example of a dead volume V0 may be a clearance due to a gap between brake pad and brake disc, under certain circumstances, the volume of the valves, the main brake line 14, return line 19 etc contribute to the clearance.
  • the volume of the brake circuit increases when brake pistons of the wheel brakes 15, 16 are pressed outward under the action of the hydraulic pressure, which also results in a non-linear behavior between pressure p and volume V, which can be attributed to the dead volume V0.
  • the dead volume V0 due to the clearance can be determined for various operating conditions of the brake system in experimental series.
  • the operating conditions include, for example, the operating temperature and the lateral acceleration.
  • the determined tables, characteristics etc. are stored in the control device 40.
  • the control device 40 determines a pumping power q which is necessary to fill the dead volume V0 within a predetermined time period T (S4).
  • the predetermined period of time T may be equal to the response time dt.
  • the speed n is determined based on the pump power q as in the previous embodiment.
  • FIG. 5 the change of pressure p over time t is shown for the described embodiment.
  • the increase of the pressure p should be increased in accordance with the dashed line 50 over the time t until the target pressure P is reached.
  • the pressure p can be increased according to the time-dependent setpoint pressure, ie along the dashed line 50, if no or only a negligible dead volume V0 is present in the brake circuit.
  • the pressure p builds up to a time T1 at which a target pressure P is reached.
  • the solid line 51 illustrates the behavior in the presence of a dead volume V0. Up to a time T2 there is no pressure increase, because the dead volume V0 is filled. Thereafter, the pressure p increases. Because of the pump power q, which is increased by V0 / T, a dynamic of the pressure build-up is achieved, which corresponds to a brake system without dead volume V0.
  • Another embodiment indirectly takes into account the dead volume V0 for the brake circuit is the pressure-volume curve after FIG. 4 stored in the controller 40.
  • the dependency can be defined in the form of a table, a characteristic or a customized polynomial.
  • the control device 40 receives the brake signal, in which the current target pressure to be reached is indicated.
  • the actual pressure P0 is determined in the wheel brakes 15, 16 or estimated by means of a model by the control device 40.
  • a volume V1 of brake fluid is determined, which is pumped into the line 33, raising the current pressure from actual pressure P0 to the current target pressure.
  • the speed n is determined based on the pump power q, as in the previous embodiments.
  • Another embodiment provides a parking reserve qr for high dynamics during braking.
  • a lateral acceleration sensor determines acceleration values occurring perpendicular to the direction of travel (S5). Such acceleration typically occurs due to centrifugal force traveling through a curve.
  • the pump power q is increased (S6).
  • the increase qr may be proportional to the detected lateral acceleration.
  • the additional pump power qr is based on the fact that active vehicle dynamics control becomes active during a further increase of the lateral acceleration via a second threshold value and the vehicle is stabilized by targeted braking of the wheels. For a quick response the driving dynamics control is ensured, as a precaution, the pump power q is increased by the control reserve qr.
  • the vehicle speed, a distance to the vehicle ahead, a red traffic light recognized by an image recognition system, etc. can also contribute to an increase in the pumping power q.
  • the characteristic curves, in particular the pressure-volume characteristic are subject to fluctuations during operation. This has the consequence that the braking effect can be set or metered only within the tolerance. In the case of one-off braking maneuvers or short-term, stabilizing braking maneuvers, which control the braking effect via control loops, the fluctuations can be neglected. With permanent braking or repeated braking to set a defined speed of a vehicle or a defined distance to a preceding vehicle, a higher accuracy and higher repeatability can be required.
  • the embodiment described below uses the switching valves 32 in the brake circuit for this purpose.
  • the switching valves 32 can be adjusted by adjusting signals to a threshold value, from which the brake fluid can flow out of the line 33.
  • the changeover valves will be used to set a desired pressure in the wheel brakes 15, 16 by adjusting the threshold to the desired pressure.
  • the pump power q is kept targeted by an excess amount qa above the minimum necessary pump power q, so that upon reaching the target pressure P brake fluid can flow through the switching valves 32.
  • the effect of the switching valves 32 starts from the time T3.
  • the threshold value of the changeover valves 32 is continuously raised until the target pressure P is reached. This method makes it possible to achieve the target pressure P0 with a defined dynamic.
  • the repeatability of the changeover valves 32 may depend on the flow through the changeover valve. Therefore, the excess amount qa may preferably be selected so that the switching valve has a sufficient repeatability of the target pressure in the overflowing flow of brake fluid.
EP08874373.7A 2008-05-20 2008-12-17 Bremsanlage und verfahren zum betreiben einer bremsanlage Active EP2279105B1 (de)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102008001868 2008-05-20
DE102008002596A DE102008002596A1 (de) 2008-05-20 2008-06-24 Bremsanlage und Verfahren zum Betreiben einer Bremsanlage
PCT/EP2008/067756 WO2009141023A1 (de) 2008-05-20 2008-12-17 Bremsanlage und verfahren zum betreiben einer bremsanlage

Publications (2)

Publication Number Publication Date
EP2279105A1 EP2279105A1 (de) 2011-02-02
EP2279105B1 true EP2279105B1 (de) 2016-04-20

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EP08874373.7A Active EP2279105B1 (de) 2008-05-20 2008-12-17 Bremsanlage und verfahren zum betreiben einer bremsanlage

Country Status (6)

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US (1) US8630780B2 (ja)
EP (1) EP2279105B1 (ja)
JP (1) JP5364158B2 (ja)
CN (1) CN102036865B (ja)
DE (1) DE102008002596A1 (ja)
WO (1) WO2009141023A1 (ja)

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DE102011088942A1 (de) * 2011-12-19 2013-06-20 Robert Bosch Gmbh Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs und Steuervorrichtung für ein rekuperatives Bremssystem
DE102012200008B3 (de) * 2012-01-02 2013-07-04 Ford Global Technologies, Llc Verfahren zum Betrieb einer hydraulischen Bremsanlage
DE102012007471B4 (de) * 2012-04-13 2014-12-18 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Messanordnung zur Zuspannkraftmessung einer Scheibenbremse und eine entsprechende Scheibenbremse
DE102013216157A1 (de) * 2012-09-28 2014-04-03 Continental Teves Ag & Co. Ohg Verfahren zur Regelung einer Bremsanlage für Kraftfahrzeuge
DE102015204866A1 (de) * 2015-03-18 2016-09-22 Robert Bosch Gmbh Verfahren zum Betreiben eines rekuperativen Bremssystems eines Fahrzeugs und Steuervorrichtung für ein rekuperatives Bremssystem eines Fahrzeugs
CN106404373B (zh) * 2016-10-14 2018-09-28 青岛思锐科技有限公司 制动控制器疲劳试验装置
US10300899B2 (en) * 2017-01-06 2019-05-28 Ford Global Technologies, Llc Adjustment of maximum brake pump speed based on rate of change of target deceleration
US10106137B2 (en) 2017-01-06 2018-10-23 Ford Global Technologies, Llc Adjustment of maximum brake pump speed based on rate of change of target deceleration
DE102017205206A1 (de) * 2017-03-28 2018-10-04 Volkswagen Aktiengesellschaft Verfahren zum Betreiben einer Steuervorrichtung für eine Bremsanlage eines Kraftfahrzeugs sowie Steuervorrichtung und Kraftfahrzeug
DE102018211239A1 (de) * 2018-07-07 2020-01-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Elektromotors für eine elektrische Bremseinrichtung
DE102018213069A1 (de) * 2018-08-03 2020-02-06 Robert Bosch Gmbh Verfahren zur Vermeidung von Drucküberhöhungen in einem Druckmittelkreis einer elektronisch schlupfregelbaren Bremsanlage bei einem Rückgang einer der Bremsanlage eigenen Elastizität und elektronisch schlupfregelbare Bremsanlage

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Publication number Publication date
DE102008002596A1 (de) 2009-11-26
US8630780B2 (en) 2014-01-14
US20110166762A1 (en) 2011-07-07
JP5364158B2 (ja) 2013-12-11
EP2279105A1 (de) 2011-02-02
WO2009141023A1 (de) 2009-11-26
JP2011520680A (ja) 2011-07-21
CN102036865B (zh) 2015-07-29
CN102036865A (zh) 2011-04-27

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